Governor and power take-off unit



Dec. 12, 1944. A. KALIN 2,364,853

I GOVERNOR AND POWER TAKE-OFF UNIT filed March 2, 1942 2 Shfets-Sheetil INVENTOR A LBERT .KALIN 3 -,2 AT ORN Dep. 12, 1944. A. KALIN 2,354,853

GOVERNOR AND POWER TAKE-OFF UNIT Filed'March 2, 1942 Z SheetS-Sheet 2 A ORNEY Patented n... 12, 1944 um'ran ISHTATESQIPATENT orrlcn covnmzoa m rowan TAKE-OFF UNIT Albert Kalin, Cleveland, Ohio Application March 2, 1942, Serial No. 433,012 4 Claims. (01. 264-14) This invention relates to' hydraulically actu ated speedgovernors for prime movers, and more particularly to a governor for shutting down a prime mover in event of overspeeding or racing thereof.

In my Patent 2,270,306 issued January 20, 1942, typical uses for and various problems relating to overspeed governors are explained in connection with the disclosure ofthat patent. The present invention is adapted for generally the same uses and to solve generally, the same problems as is the mechanism of said patent, and reference is directedto the patent for a more complete discussion of overspeed governors generally than given herein.

Objects of thepresent invention includethe provision of: an improved hydraulically actuated overspeed governor; one which may be made to occupy a relatively small space; one which may be readily supplied with operating fluid from lubricating oil systems of known typesof 'Diesel engines; one which will operate properly with horizontal position, can be easily adjusted to change,,or fix the operating point in relation to speed and wherein the adjustment is efiectively 10 I shaft thereof in which oil is maintained, under Sbodiment shown is especially adap 2 is a longitudinal sectional view as indicated at '2-2 Fig. 1; Figs. 3, 4 and 5 are transverse sectional views as indicated on Fig. 1 or Fig. 2, and Fig. 6 is a longitudinal sectional view corresponding to Fig. 2 and showing a difl'erent form of 'centrifu'gally operated valve for the overspeed governor. I r I The overspeed governor mechanism, as herein shown is adapted'to be secured to an en ne housing in alignment with a hollow horizontal driving suitable pressure" for forced feed lubrication, e. gfthe cam shaft of.a Diesel en e. The emd to serve, interchangeably, port and starboard engines of twin screw marine installations inwhich the controls are respectively starboard and port for inboard accessibility. I

The mechanism, as. shown, (Figs. 1 to 6) has a main body or block I with an integral flange 2 adapted to be secured to the engine housing in position such that the engine shaft, mentioned maintained; one having an operating fluid pump emergency and like purposes independently of the speed of the machine governed.

A still further object is'to provide acombined. overspeed trip -mechanism and power take-01f assembly for Diesel engines whereby the governor and magneto, speed indicator orlike. mechanisms can be driven with substantially a minimumof,

equipment and power expenditure.

, Other objects and features of the invention .will become apparent from the a following description of -the' preferred forms.

'- In' the drawings, Fig. I is a plan view of one em-,

above, can be connected, as by a splined collar .or sleeve (not shown), to the governor driveshaft detail. The recess I communicateswith two ver-.

. tical' bores In in the flange part of the body i which bores contain respective shafts 9 and form receiving spaces for oil delivered through the passages 4 and 5 of the shaft 3. The oil passes from the bores 'll through horizontal bores ll of the main block I into a general sump space S of the governor proper; and an oil level L is established inthe sump-by reason of horizontal overflow or drain holes- I and I 8-(tw' o 'of each shown) which are formed. in the main block I and extend, respectively, from the governor sump space Stothe vertical bores II and from said I bores It to therengine housing or crank case. A

removable vertical plate llonthe main block (le'ft Fig. 2) cooperates with the latter to form the sumpspace and enclose theball head mech- A suitable cap It (right 2) contsining an bodiment of the ove speed governor hereof; Fig. ll oil seal It (surrounding the shaft n clease the tical valve chambers 35 to points the right hand face (Fig. 2) of the pump case block-which is lapped in place-in high-pressure oil-tight contact with the end face of the counterbore. The portion l9 of the shaft is' splined but turns freely in the pump case.

The pump case contains pump gears 22 and 23 (former splined to the drive shaft) and a reversible-valve system (see Fig. 5), all of which will be more fully described later; and the pump operates to draw oil from the sump at a lower portion of the pump case 20 and to maintain the oil normally in idle circulation through passages 24 and 25 of the main block (see particularly Fig.

' 2), lateral passages and a longitudinal bore 21 of the shaft 3, finally discharging the oil through lateral valve ports 28, in the left end portion of the shaft, back into the sump.

The tripping" operation of the mechanism is that of stopping the engine, by reason of blockabove (note valve sleeve on the left end of the drive shaft 3, Fig. 2), thus directing the output .of the gear pump through the passage 24 and a duct constituted by either of two communicating diagonal bores 3| of the main block I, (Figs. 1, 2 and 3), to a hydraulic servo-motor 33 surmounting the main block and connected to the control or throttle mechanism of the engine. In

ing the free or idle circulation of oil described case the governor serves a Diesel engine the con-' nections from the servo-motor to the engine (not illustrated) are such that the servo-motor linkage acts mechanically to block or prop the injectorrocker arms in final injecting position, thus preventing the fuel pumps from reloading.

Referring further to' the gear pump, the gear 22 has external teeth meshing with internal teeth of the gear 23 (cf. Figs. 2 and 5) the latter gear being mounted to turn in an eccentric groove 2 at the right face of the gear case or block 20. Horizontal inlet-outlet holes 34 extend from vernear the meshing region of the gears.

The valves which areshown in Fig. 5, comprise one inlet valve 31 of one set of two valves, and one outlet valve 38 of the otherset of two valves, the two sets thus constituting essentially '-the usual reversible pump gear valve system in order that the shaft 2 may turn in either direction as may be required on reversible engines. Outlets for the valve chambers are formed by horizontal holes 39-(Fig. 5) communicating at oneend (left Fig. 2) with respective valve chambers 35 and at the other with an arcuate groove (I in the right hand face of the pump case. The groove II, in turn, communicates with the delivery duct 2|, already described, from which the two diagonal bores may branch.

' I The verticalbores forming the valve chambers 35 extend upwardly fromlower portions of the cylindrical surface of the pump case 20, part of which is exposed to the left (Fig. 2) of the right hand inner wall of the sump chamber of the main block, said bores extending through the attaching flange of the pump case as well. The lower or intake valve assemblies (valves 31, one shown) are thus blocked from falling out of the'chambers, in event of loose fitting, by the cylindrical counterbore surface 2| of the main block I. Pins 42 (one shown at right Fig. 5) prevent the outlet valves from being displaced downwardly into blocking relation to respective inlet-outlet holes 34. The internal-external gear pump obviates the necessity for a countershaft such as ,usually provided in hydraulic governors,

and the whole pump occupies much less space aigially and transversely than would be necessary to accommodate the usual gear pump arrangement. Furthermore the pump is self contained in and all parts carried on the single block 20, the external gear 22, although splinedv to the drive shaft 3, being in effect'also carried by the pump case block 20 and insertable into place thereon along the drive shaft splines.

Referring to the servo-motor 33 (Figs. 2 and 3) this has a block or body attachable in either of two positions at the top face of the main block I as by paired flanges 5|, depending upon which side of the engine has the fuel control mechanism. In the mounted position shown the diagonal ,duct 3| lying to the left in Fig. 3 supplies the servo-motor cylinder bore 52 through a passage 53 in the servo-motor block designed to communicate with a diiferent diagonal duct 31 in each of the two positions of the servo-motor (turned and for end, crosswise of the governor generally).

The power piston 55 of the servo-motor has an operating stem 55 for connection to the engine fuel control mechanism as outlined above, such that the power piston blocks the injector rocker arms by movement to the right (Fig. 3), in the mounted position of the servo-motor shown, to shutdown the engine. An oil sea1 assembly 51 blocks flow of oil along the stem so that when the oil delivery of the pump is diverted .to the acting duct 3|, as above explained, the

power piston is forced to the right against a return spring 58 in'the servo-motor cylinder.

Leading into the sump case of -the governor from the spring-containing portion of the servomotor cylinder are two vent holes 59 and 60. In

the mounted position of the servo-motor shown,

the hole 59 constitutes a stroke limit unloader vent for servo-motorractuating oil when the piston moves past and starts to uncover said hole.

59, thus limiting servo-motortravel. The hole 50 acts as an air vent and inlet aswill be obvious from Fig. 3.

In the event the control mechanism sticks or is blocked against movement in the shut-down direction a safety unloader valve 62, ordinarily held closed by a highly stressed spring 83, en-

ables the venting of oil from th pump, duct 3! etc. through the power piston to. the vents 59, 50, the inlet to the valve comprising cross passages 6| in a reduced diameter portion of the piston. v

The valve sleeve 30 which, as willbe apparent from Fig. 2, telescopes a cylindrical left hand end portion of the drive shaft 3 and is counterbored as at 55 to a point such as will just leave the ports 28 of the drive shaft fully open for delivery of oil through the left end portion of the sleeve during operation of the engine within its work ing speed range.

The valve sleeve is normally I held in position to maintain said ports open by a spring mechanism operatively connected to the valve sleeve and bearing to the right 2) anism requires much less space in a direction asoasss thereon' Said mechanism also holds the valve sleeve against rotation so that the latter is never subject to sticking, i. e. static friction. v By virtue of the spring mechanism the valve sleeve 30, through an antifriction thrust bear ing assembly 01, acts on arms 68 of flyballs 69 pivoted to a ball head I .on the drive shaft 3, normally to maintain the flyballs in the inactive position in which shown. The ball head 10 is preferably keyed to turn with said shaft by extensions of the same spline grooves as cause the pump gear 22 to turn with the shaft. The flyballs also, preferably, are at least partially isolated from the general oil supplyby a cover I2 attached to the ball -head. The cover canv be engine is not racing, includes an upright arm I shown (see Fig.-3) as comprising spaced rigidly. interconnected bars pivoted as on a pin 'I6 carried on a bracket formation 11 of the cover plate I4. The bars constituting the arm I5 straddle a rectangular nd portion of the valve' sleeve 30 and positively prevent the sleeve from 'tuming. A spring I8 connected toan upper portion of the arm 75 swingsthe arm toward the ballhead; and

To counteract the let eflect of discharging oil lengthwise from the valve-sleeve l0--such as might tend to make the mechanism trip at higher than the desired speed by augmenting-the force 5 of the spring-the outer end of thecount'erbore II may be plugg d as at 00 and lateral discharge openings 0| provided in the walls of the sleeve 30 adjacent the plug.

It isdeslrable to enable shutting down of' the 10 engine through the intermediary of the overspeed 16 speed less than that at which the overspeed governor is set to stop the engine. In Fig. 2 there is shown a valve mechanism which may be operated directly by hand or'from points remote I from the engine.- A plunger valve 05, as shown,- 20 is slidablymounted in the bore 25, the-plunger sump 3 through the bore 21 of the governor drive shaft.

The valve plunger 05 extends upwardly through an oil seal 00 and annular plug and guide element 99 to a point outside the main I of the govthe spring force is transmitted to the valvei'sleeve '30 emor. The plunger 95 abuts the annular plug through rollers I9 on said sleeve bearing against the arm members. The right hand end of the spring is shown as anchored to a depending stud 80 carried on the top wall of the main body I and the opposite end is adjustably connected .to the the surface of the cross piece opposite the spring.

During adjustment the head of the screw 82.is cammed outwardly '(i. e. to the left, Fig. 2) .by

head in snugly held relation to the converging surfaces iii-three positions for each complete turn of the screw. I

To enable convenient adjustment of the-tenln respect to speed at which'themechanism op- 4 erates as an overspeed trip anopening 81 is provided in the cover plate II in alignment with the head of the adjusting s'crew. The opening which 0 may also serve as an inspection and oil charging opening is ordinarily closed by a small plate or cap 08. lit will be noted that the spring mechainism enables spring exposure and adjustment without losing any oil, whichwould be impossible to if thespring were to bein axial alignment with the'valve sleeve as in the patent identified above; and also that'the spring, by virtue of being in the transverse plane of the flyball mechparallel to the drive shaft axis thanf it would if arranged in axial alignment with the ball head.

A guide bracket 80 for the upper end of the arm ,ll may be carried on the .cover plate I4 to prevent i0 the converging surface'sbut the spring reseats the sion of the spring I0, thus to change the point 09, just above the oil seal, and the abutment may a normally be maintained by a spring I00 acting upwardly against the plunger and downwardly against the annular plug. v 5

when the valve plunger is thrust downwardly, against the restraining force of the spring I00, forcing the valve head 98 against its seat, the governor mechanism acts to shut down the en-' gine, .iustlthe same as it would act in event the ports 28 of the hollow governorshaft are closed by outward movement of the bail arm 00. As shown, a plunger IOI adapted to constitute a solenoid core rests on the upper end of the valve 'on the core, efl'ects shutdownof the engine when current is supplied to the coil of the solenoid as by closing asuitable switch (not shown) in the power circuit of. the .solenoid.

If it is desired to maintainthe mechanism in tripped condition after stopping the engine, a

suitable latch (not shown) may be associated with the upperend-of thearnr '15. Such latch can be mounted on the main'body; over the arm "I! so' as to cooperate with the upper end of the. arm or,'.for further example, on the. plate 00 which covers; the adjustment opening 81. In the latter case two plates "would ordinarily-be supplied with each governor one with. such latch and the other without any latch. For-further example the latch may comprise a. steel ball in a the,upper wall of the casing, which ball nor ri ht face of. the cross piece, when the-fly balls force the arnill to the extreme left. Such :ball would have'a suitable release pin acting a ainstthe ball to move it to' unlatching position. us, in event anti reset lat g is not desired, as in thearrangement illus rated, the ball would lateral movement of'the upper end of the arm. 7; simply'be omitted. .The same essential purpose 1 l i v 1' verticallyenlarged downwardly open recess onthe servo-motor.

Referring particularly to Fig. 4, the power take-oil is arranged for port or starboard mounting of mechanism to be driven thereby, or both if desired. One take-off shaft 9 only is shown in one of the vertical bores I0, secured in place in an upper bearing body I08 attached as by nuts I06 on studs I 07. Another identical shaft could be similarly mounted in the other bore .I when or if desired. If only one shaft 9 is used, the unoccupied bore I0 is closed by a suitable cap plate I diagrammatically shown at the right, Fig. 4.

A feature of the power take-off construction is the making of the gear 8 integral with the shaft so that there is no possibility of improper assembly, looseness or backlash in the concealed portions of the power take-off mechanism. The construction greatly facilitates the mounting of the shaft 9 in either of the two positions provided for it. A footstep bearing for the shaft 9 comprises a reduced extension I04 in a bearing bore I09 below the gear 8 which bearing bore is relieved against dead pocketing of oil as by vent holes H0 in the shaft.

The upper bearing in the body I08 for the shaft 9 preferably comprises an antifriction bearing assembly II I on a reduced portion I I2 of the shaft and within the body I08, above which hearing an oil seal 'inay be provided around the reduced shaft portion as at II3. A driving key slot H5 in the upper hollow end of the shaft 9 serves to enable driving connection of said shaft With the magneto, speed indicator or other mechanism of the engine which is required to be driven by the engine. The gears 'I-8 may be one-to-one ratio skew or spiral gears by providing meshing angles which offset the difference in pitch diameters of the two gears. The teeth on the gear I, which is shown as twice the size of the gear 8, would be inclinedwith reference to the axis of the shaft 9 at 30 and the teeth on the gear 8 at 60, making it an easy matter to insert the shaft 9 into position by a turning motion of the shaft after the skew gear teeth are brought together.

Referring to Fig. 6, that shows another manner of arranging the speed actuated valve elements; Instead of the valve sleeve 30 for effecting overspeed responsive operation of the 'trip mechanism a central valve plunger I20 slides in a left hand portion of an axial bore I2I of the drive shaft 3. Said left hand portion of the bore I2I may be discommunicated from the oil plunger I20 has a cylindrical plug portion I22 normally disposed to the right of the lateral ports or passages 26 of the shaft 3 but which (plug portion) is moved to close the lateral ports when the flyballs move to their outward position. A vent to sump for the space between the plu portion I22 and the plug I30 may be provided as a small axial bore I3I through the valve plunger. A necked portion I23 of the valve -plunger extends from the plug portion I22 to a point beyond lateral outlet passages I20 in the hollow wall of the drive shaft and which are always in communication with a suitable discharge passage I25 leading to the sump as through the pump case block 20.

antifriction thrust bearing as will be apparent, said head being connected to the arm I5 of th spring mechanism as by a link I2'I extendinp through the open end of the ballhead cover I2. The hand and/or solenoid or other remotely controllable shutdown valve mechanism of Fig. 2

pose served, the mechanism may be used to actuate pressure responsive means separate from the governor unit, for example, as in my patent identified above.

'I claim:

1. In a hydraulically acting speed governor having a casing providing an oil chamber, means vestablishing a definite oil level in the chamber, a

ball head mechanism rotatable on a fixed horizontal axis in a lower part of the chamber, a main governor. valve coaxial with the'ball head and operated by the ball head mechanism in one direction initiatinga governing operation, a coil spring in the casing above the oil level in the chamber for operating the valve in the opposite direction, a lever pivoted tothe casing and having portions extending adjacent the axes of the spring and valve respectively and operatively connected to the sprin and valve, and means in the casing above said oil level and connected with the spring for adjusting the effective spring strength.

2. A hydraulically acting speed governor comprising a casing with a horizontal drive shaft joumalled therein, speed responsive ball head mechanism coaxial with .the shaft and driven thereby and a hydraulic fluid valve controlled by said mechanism, means to supply oil to the casing, means establishing a normal oil level in the casing such-that the ball head is substantially immersed in oil, a speeder spring in the casing above the oil level, an upstanding lever operatively connecting the spring with a speed responsive element of the ball head, adjusting means associated with the spring within the casing .for enabling the effective'stress of the spring to be changed, said means being above said oil level, and means detachably secured to the cassupply passages 4, 5 as by a plug I30. The valve concealing the adjusting means but rendering the same accessible for adjustment when detached.

3 An engine overspeed governor, comprising a casing provided with a bearing bore at one end and a relatively enlarged speeder chamber and sump space at the opposite end, a drive shaft.

adapted for connection to.a rotary part of the engine, journaled in the bore and having an inner end extending into said chamber, a positive displacement pump mounted in the casing and drivingly connected with the shaft, means supplying the pump with hydraulic fluid from the sump space, said pump having a discharge duct including a bore extending axially of said shaft and open laterally thereof near said inner end, a centrifugally responsive ball head mounted on the shaft in said chamber, a sleeve slidably sur- The connection between the plunger element n (I20) of the modified valve and the lever I5 may comprise a bifurcated head I26 of. the valve rounding the inner end of the shaft and having a bore portion capable of sealing the lateral .opening of the shaft bore in one position of the sleeve and a counterbore havin an end wall I attests i portion and connected inner surface continued beyond the lateral opening away from the shaft and larser than the shaft, said wall and surface bein: capable of unsealing the lateral opening in another position of the sleeve, spring means connected to. and normally holding the sleeve in the latter position, said ball head being Operable tO' V adapted for connection to "a rotary part of the casino and having an inner end extending into said chamber, a positive displacement pump mounted in the casing and drivinsly connected to the shaft, means supplying the pump with hydraulic fluid from the sump space, said pump having a discharge duct including an axial bore' portion of the shaft whichlbo reis closed m.

end thereof remote from the speeder chamber said duct also incl a lateraLinlet opening of said shaft bore and a lateral outlet .leadimrfrom the shaft bore and spaced from the inlet openins alone the shaft, a valve plunger slidable in the shaft bore, said plunaer linvinz spaced plug portions sealing the bore and-a; neck normally enabling communication of the-lateral openings with each other throuah the shaft bore,

and spring opposed overspeed responsiveivalve plunier operatina means in the speeder cham-.

be: driven by the mm and operativeiy connected to the plunzer to cause one of the plug rations to seal and unseal one of the lateral o n'inas under respectively diilerent conditions of operation of the eneine. I 

